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Blue Funnel
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The following reports were discovered in Liverpool's Maritime Museum where they have lain undisturbed for over 55 years. I do not know the rules of copyright on material such as this but after careful consideration decided that what follows should be made available to all interested parties. It is not my intention to open old wounds or to distress family members of Blue Funnel Crewmembers who sadly didn't return home, I print all for future generations so that they will understand what conditions were like for Merchant Seamen during wartime. I would like to acknowledge the assistance of Captain John Bax and his wife Carol who have been the driving force, our researcher who wishes to remain anonymous ( The Third Man) without who's inquisitive nature and dogged determination none of the following would have seen the light of day and finally my wife who not only had to type out the reports word for word but who also manages to do all the computer work. During the war Hitler had declared that the only hope of victory was to massacre Allied and neutral seamen, a small number of his Commanders took this as an order, thankfully most didn't. Hitler also ordered Admiral Donitz to remove all Senior Officers from not only captured ships but also from the lifeboats of those sank, this was an attempt to reduce the Merchant Navy's ability to function, in this respect he failed miserably but the price paid was extremely high. It should also be pointed out that unlike any of the other services the Merchant Seaman came off pay the very hour that his ship was sank in a lot of cases leaving his family totally destitute. So in this instance I would like to dedicate this section of the site not only to the Seafarers who tragically died in carrying out their duty but to the family's who were left behind to carry on without them.
Taken from actual Automedon Reports found by The Third Man in The National Maritime Museum, Liverpool
Automedon
The Attack
We were attacked at 8.20 a.m. November 11th, 1940,whilst we were still one and a half days from Penang. I was standing by the telegraph at the time feeling hungry and hoping that my relief would be early. As the clock turned 8.20 I was startled by a loud bang that seemed to be right over my head and before I could say a word the telegraph rang stand-by. I answered the telegraph and then nipped up the ladder and adjusted the governor for manoeuvring. As I was starting to change the exhaust over pandemonium broke loose and the Chinese Fireman came stampeding up the ladder. Stop was at 8.22. Just as I got the engines stopped the 5th Engineer came down. I asked him to finish changing over for me and bring the Life Jackets whilst I put a little extra feed in the boilers. The 5th Engineer returned very quickly closely followed by the Chief whose head was streaming with blood, his eyes were out of focus, something had given him a frightful crack on the head. He asked if I was hurt I reassured him and told him that the job was O.K. He said good and collapsed into a stooping posture, remaining so for some little time. Firing ceased at 8.23 and shortly afterwards the 2nd who had been slightly wounded in the chest came down. He had I believe had some difficulty in extricating himself from the debris that had been his room. He told us that the Third had been injured. We asked him if it was serious but he did not seem to know. He had heard him scream but did not know where he was. We were waiting for further orders and were glad of a smoke. The Chief was slowly recovering from his injury and decided to go up on deck and find out what was happening, a few minutes after the Chief had gone up a squad of German Marines came down the Engine Room. They sent the 2nd and 6th Engineers on deck and I was ordered to remain below until they had finished their task namely attaching bombs to the ships side valves. I was then ordered on deck and told to get some clothes and be ready to be transferred to the Raider.
I was astonished at the amount of damage that had been done. The funnel had been hit, a great hole having been blown in it, the Bridge and Accommodation was a shambles, and all the boats had been destroyed. I went to my cabin and found that a shell had passed through the room and exploded in the Mess Room which was opposite. The bulkheads had been demolished and small fires had been started. I found that Coventry, the 5th Engineer, had already collected all that was left of my possessions, namely, my uniform and one shirt. This is one more example of Coventry's coolness and presence of mind. I returned to the deck and found that Mr Stewart, extra 2nd Mate, was deputising for Mr Evans who had been slightly wounded in the legs. He was superintending the transport of the wounded with his usual efficiency in spite of the fact that his face had received considerable damage from blast. In due course we were all transferred. Mr Stewart and a party of sailors remaining to remove the Ship's stores to the Raider under the direction of the German Marines. This having been done, they were also brought aboard the Raider and our Ship was sunk about 9.30 a.m. We were invited to watch her go under, but the attitude of the Germans was such that we refused to witness this sad event.
The Raider
The Raider was of the Q Ship type, having guns concealed under the decks. She carried 4 x 5. 9 inch guns fore, torpedo tubes port and starboard and A.A. armament. She would be a Ship of about 9,000 tons. The superstructure was must colour and the hull black. She had twin M.A.N., double acting engines, geared on one shaft and was capable of a speed of 20 knots. The treatment we received aboard the Raider was all that any prisoner of war could expect. Medical attention was very good. The amputation of the Third Engineers leg was considered by our own Doctor to be a splendid job. The food we received was the same as that given to the German crew. We were also allowed 40 pfennigs per day with which to buy small articles such as chocolate, cigarettes, toothbrushes ect.
Mr Stewart's ability for organizing brought him well to the fore. He kept the distribution of stores in his own hands and by doing so was able to keep discipline. Onboard the Raider were part of the crews of the Norwegian Tankers " Teddy" and "Ole Jacobs". The day after our capture we had a rendezvous with these ships. The "Teddy" was sunk by gunfire and both crews with the exception of four Australian Firemen off the "Teddy" were put onboard the "Ole Jacobs" and sent to a neutral country, which we thought to be Japan.
Nearly a month later at 9 p.m., 9th of December 1940 all the British prisoners, with the exception of the Third Engineer and a Deck Boy who were too badly injured to transfer were sent aboard a Prison Ship. This was at a position South East of Madagascar.
Automedon's End
The Prison Ship.
The Prison Ship was a captured Norwegian Tanker named "Storstadt" which had been renamed "Falkenjell" by the Germans. They had made some effort to disguise her by rigging a dummy gun aft and other such methods. Conditions on the Prison Ship were from the start appalling. There were already many prisoners onboard amongst whom were the remnants of the crews of the " Port Brisbane", "Port Wellington", "Ben Avon", "Domingo de Larringar", "British Commander", "Nowshera", "Maimoa", "Storstadt" and then of course "Automedon", a total of 500 men in all.
Eighty Officers were accommodated in the forecastle, the floor space to each man being about 6ft x 1ft 6 inches so one can imagine how cramped we were. Sanitary arrangements were very bad which made our condition worse. The food was terrible and there was very little of it. The crews of the other eight ships had already been on the Prison Ship three days when we arrived and the conditions under which they had been living for that short period of time were already affecting their behaviour, especially when the meagre rations of food were issued. However we soon had Mr Stewart superintending the distribution of food and water and this brought about a more amicable frame of mind amongst them and a return to more normal behaviour.
Shortly after our arrival on the Prison Ship I became acquainted with Ernest Howlett; 4th Engineer of the "Maimoa" and we became friends. A committee for escape was formed consisting of E. Howlett, W. Pascoe, Doctor Sperva of the "Automedon" and myself. We discussed the possibility and means of taking the ship. The Senior Officers hearing of our plans became quite hostile and advised us to leave such matters to older heads. This led to a committee being formed with Mr Howlett included to examine our ideas on this matter and if possible reach a decision. The committee found it impossible to agree and the whole scheme was dropped for want of support. However watches were formed in the hope that should we come into contact with a British Ship we could make ourselves known. To this end the deadlights were forced and Mr Buchan 2nd Mate of the " Port Wellington", made an Aldis Lamp with which to signal. Mr Buchan also plotted our course throughout the entire passage. His records being so accurate that he predicted our arrival at Bordeaux within a few hours of the actual time. We went 600 miles south of the Cape of Good Hope, and the weather was bitterly cold. One of the seamen died of pneumonia and a few days later on our way up the South Atlantic one of the Chinese Fireman jumped overboard. The Germans tried to save him but they were to late. A cardiac injection administered by an Indian Doctor was useless.
On Christmas Day each man received a bottle of beer, but the Germans had no extra rations to give us. On the day of the Chinese New Year Mr MacNicol our Chief Engineer received a letter from No.2 Chinese Fitter in which he said how sorry he was for our people and said that although our bodies were troubled we must not let our minds be troubled.It was quite a nice letter and Mr MacNicol was very pleased to have it. At 3 a.m. on January 5th 1941, the Admiral Von Sheer was sighted by the 4th Engineer of the" Port Wellington" who was on watch at the time. It was thought that she was a British Ship but Mr Evans, Chief Officer of the "Automedon" eventually recognised her as a Pocket Battleship. The position was Lat. 17, Long.17, together we steamed South 2 days to Lat. 20 Long 18. Here we met two other Ships, one of which was thought to be the " Nordmark" sister Ship of the "Altmark" at this time her name was " Dixie of San Pedro", U.S.A. and had the U.S. flag painted on her sides. We refuelled these Ships and proceeded on our way. The knowledge of 4 German Ships being at large in the Atlantic without any apparent opposition gave us much to think about, and we did not feel too happy about our ability to prosecute the war to a successful conclusion. This, of course, was due mainly to the lack of news. The weather became much rougher and after some grumbling, watches were abandoned. The committee for escape held a meeting, a vote of no confidence in the committee was called and the committee was beaten by a small majority. Watches were reorganised, Howlett and I taking double and treble watches when necessary, but we sighted no other ships. The Germans had given us a case of eggs which they had received from the Von Sheer and they made some little difference to our diet. We made a stove and by using oakum and lubricating oil managed to cook them. We arrived at Bordeaux on February 5th, 1941.
Front- Stalag 221
Front-Stalag
We arrived at Front- Stalag at 10-30 p.m. on February 5th, 1941. It was a pitch black night and the Germans filled up the huts as our column marched in. This resulted in Officers sleeping besides Coolies and Chinamen, but we were dog tired after our long march and did not bother very much, we were glad of the coffee and biscuits that the Germans gave us and were soon asleep.
Toilet Facilities at the Stalag
Next morning we were paraded and the Officers were lodged in one hut and the Chinamen and Coolies in separate huts. The German Commanding Officer made a speech in which he told us that we would be classed as civilian prisoners and that we would soon be sent home.. This seemed fine at first until we learnt that according to International Law the Germans were not responsible for feeding us, and all that we could claim from them was shelter and fresh water. We were also told that England was finished and that Germany would win the war in June so that we could expect to be home in the August.Seeing that we had no money with which to buy food, the Germans gave us some turnips and 50lbs of meat per day between 500 men, besides which we were allowed a medium sized loaf of inferior bread between 6 men so that our rations were very small indeed.
Captain Steel of the Port Line was the senior captain and the Germans put him in charge of the camp, holding him responsible for the cleanliness of the place and good behaviour of the men. He was assured of the backing of the Germans in the event of any insubordination. However, when he had cause to report a black cook for obscene language they not only sided with the cook but threatened to remove Captain Steel to a concentration camp should he give any more trouble. This treatment was most unfair for Captain Steel was a fine old chap.
Although we did not know it at the time Front Stalag 221 was only a clearing station for the distribution of prisoners and whilst we were there time hung heavy on our hands There was no work to be done , we tried to make the camp more comfortable and did our best to organise sports but our efforts were not very successful and we had very little reading matter in the camp. Navigation and Engineering classes were started. Mr Stewart of the Automedon coached the Mates and the 2nd Engineer of the Port Wellington coached the Engineers. I took German lessons from Dr Sperva. I thought I should like to know a little about a language that is considered so rich but sounds so vulgar. From Dr Sperva I tried to learn a little about the complex religious and social life of his people the Hindus. The conversations I had with him were most pleasant. This then was our life in this camp. During this period the idea of escape was ever present in my mind and when the French Red Cross sent a box of dates or biscuits to us I took the opportunity of putting a little food away for the time when I might need it . Mr Stewart found me a small sack which came in handy for holding my small hoard. I found that Mr Howlett was doing the same thing so we decided to escape together, later however we disagreed and decided to go our separate ways. On the night of March 11th we were ordered to be ready to start for Germany at 6-0a.m. the following morning.
The Escape
As I have said previously we were under the impression that we were to remain in this camp for some considerable time. I had therefore been making my preparations for escape in a leisurely manner. I had written home for civilian clothing and concentrated food stuffs. The weather at that time was extremely harsh with a heavy frost at night. I had made up my mind to escape in the early spring and this sudden order to prepare for a journey upset my calculations altogether. I had a considerable stock of food by this time, sufficient I should say to reach unoccupied territory, but I was very disappointed that we should be removed so near the time that I had been looking forward to. On March 12th at 6.0 a;m; we were marched out of the camp to a railway station some two miles away where we were lined up alongside the track and were kept waiting for more than two hours. It was very cold and a sharp wind was blowing, most of us were only half clothed, so that by the time the train arrived we were thoroughly miserable. The Ober Lieutenant commanding the guard addressed us and said we would be travelling for seven days, and that we should receive good treatment, but that anyone attempting to get out of the train would be shot. We then boarded the train and were issued with three days rations of bread and meat before getting under way.
By the time we had reached Bordeaux we were feeling much warmer and I began to think about our present situation. It was evident that if I did not wish to go to Germany I should have to jump from the train within the next 24 hours, or I should be to far from the free French frontier. I then decided that whatever happened I would take a chance before 2a;m; the following morning. Having made up my mind on this point the next thing to do was get hold of some civilian clothes. I think most of my companions thought I was a bit cracked and were not to disposed to help me but eventually I prevailed on Mr Holden, a Junior Engineer to change coats with me. It was a dinner jacket but it had to do. I then sat down and ate my three days ration and felt much better afterwards. I heard that an engineer in the next compartment was also thinking of escape, this was Robert Bellew, 5th Engineer of the Nowshera. I had a talk with him and we agreed to go together. Ernest Howlett hearing what was in the wind came down the carriage and asked if he could come with us. We agreed and thought that we should invite any of the others who might feel the same way, only one came forward however, this was Mr Dunshea, 5th Engineer of the Maimoa. Each of us made up a parcel stood by the door to keep a look-out for any opportunity that might present itself. There were about forty German guards with the train, they were very vigilant every time the train slowed down. They thrust their heads out of the windows of their carriages or stood on the running boards. There were 20 of these guards in the carriage at the rear of our own, which was the last of the train. Sometimes the train would stop at a station but the Germans would patrol up and down the train and there was never any opportunity given to us during these times. Midnight found us still standing by the door and our companions were beginning to pull our legs unmercifully and this did not make us feel more pleased with ourselves. One o'clock came and everyone was asleep, just about half past one I felt the train slacken speed, apparently to take a bend. I gave Howlett whose head was out of the window a nudge and said " now or never", he said "OK" opened the door and dived out. I jumped next and the others followed. The train was travelling about 35 miles per hour when we jumped and we landed on a track of broken stones. I was very badly shaken and although my parcel had to some extent broken my fall I felt numb right through and was glad to be still until the rear light of the train had disappeared. I flexed my limbs and found that I had no bones broken , by and by I stood up and could see two dark patches that proved to be Dunshea and Bellew. By this time Howlett had come up from the opposite direction and I was glad to find that none of them had broken bones, although we were all very badly battered, if anything my injuries seemed to be the worst for my head had come into contact with a large stone or rock. We heard a train coming from the opposite direction and all laid down until it had passed and was out of sight.
Escape From Train and Route Through France.
We then climbed the bank and headed across country due east. Presently we crossed a main road and made for a wood which we could see in the distance intending to sleep there for a while. On reaching the wood we found that we had run into a German Military camp. We crawled into the shadow of a hedge and gradually made our way to the main road again. We continued along the road for some time and passed two Germans who were on sentry duty outside a house. We had not noticed them until it was too late but they did not challenge us as we passed on our way. Afterwards we learned that a curfew was in force lasting from 10p;m; until 6 a;m; so that we were very lucky indeed. About half a mile past the sentry's we noticed another small wood. Cutting across a field we entered it , lay down and slept fitfully until dawn. We awoke about 5 a.m. feeling stiff and cold , our clothes were stiff with frost and we were anything but comfortable. We had a little to eat and then continued on our journey taking all roads going southeast, we knew that if we continued to do this we should cross the line of demarcation somewhere. We passed through Blois and on our way through that city a German Officer wished us a kindly good morning in French which Bellew who could speak a little French returned. We continued on our way through St. Jervais and Sellettes and on the outskirts of this village a French peasant stopped Bellew and I who were walking 100 yards ahead of the other two and said he recognised us as P.O.W. by our starved faces. He told us that if we continued on the road we were on we would come to St. Aignan which is on the frontier. We continued on through Comeroy and Contres passing through many hundreds of German soldiers on the way. One German transport driver passed us three times and seemed to look at us in a rather suspicious way so we hid ourselves amongst the tree's until he had disappeared. Just before we reached Contres two French gendarmes stopped us and asked for our papers . I told Bellew to tell them the truth and ask for a sporting chance, he did so and they asked us for our autographs and told us the frontier was the next big river. That night we made camp in a wood between Contres and St. Romain . We made a bed of Spruce boughs and bracken and all lay down close together covering ourselves with a blanket and spent a very comfortable night in spite of heavy frost. At 8 a.m. we set out again and enquired our way from a French woman who told us to keep clear of St.Aignan because the Germans had made their headquarters there. We passed through St.Romain and then took a country lane to the right of the road. This lane brought us out to the west of St. Aignan and after about two hours walking we passed over the brow of a hill from which height we could see the river in the distance. From our position the river did not seem very wide and my companions were for going ahead and crossing it at once , but somehow I thought there was a need for great caution and with difficulty persuaded them to wait until nightfall. Leaving the path we crossed over to a copse of spruce trees which stood on the hill and made ourselves comfortable amongst the undergrowth of briar and bracken. It was necessary to lay very still and quiet to avoid disturbing the birds and so prevent our presence being known by an observant person We spent the day nibbling biscuits and dozing, but as the day drew on excitement rose to a pitch I have never known before or since. We knew of course that when this river was crossed we were free and whilst we expected many more troubles and quite a lot of worry we should not have the ever present fear of being retaken by the Germans, also we could not help but compare our position with that of the remainder of the 500 who by this time must be well into Germany and nearing their journeys end. In the late afternoon we cut a spruce staff about 8ft long with which to sound the river for depth, we also put our watches into a tin making it watertight by melting a piece of old inner tube we had found with matches. We did not want the watches to be spoiled in the crossing because we were depending on the sale of them to provide us with food. When the sun had set we came out of our hiding and made our way across the fields down to the river which we found to be about 120 yards wide. The water was exceedingly cold and flowing very fast so much so indeed that the two Australians who were expert swimmers thought it to dangerous for swimming. This meant that we must find a boat or something of that kind to help us across. I did not care much what we did because I somehow had a hunch that we should cross that night. There were quite a few boatmen living along the riverbank but their boats were locked up in a boat house. We asked one of these boatmen to take us over but he was too frightened of the German patrols to do so. We decided therefore to walk towards St Aignan in the hope that the Germans themselves might be careless enough to leave one of their own boats unsecured. We were disappointed however in this respect, but after some prowling about we discovered an old home made punt in a low lying water logged region and fastened to a sapling by means of a padlock and chain. We started to cut the sapling down with a table knife and worked in relays. Work had been going on for sometime when Bellew said "Look". We were all scared for a moment because we thought he had seen a German however it was nothing more than a small nail file which he had found in his pocket. Howlett took it and with it picked the lock in a few minutes. We tore the planks from the fore deck to use as paddles and paddled down the creek for a short distance until it ended in a tree snagged swamp. From this point the going was very rough indeed. We had to heave and bar it along with staves of wood and none of us had breath to waste for anything. Sometimes we would sink up to the waist in water and our condition was pretty desperate . However after about five hours of really hard going we came to a fairly long stretch of water and it became much easier. A low mist arose and there were signs of approaching dawn. The mist made the landscape inexplicably evil, every tree stump and bush seemed to take on the aspect of a German soldier. About seven hours after we first saw the punt we arrived at the river bank and the punt was afloat. We crossed the river in about fifteen minutes having quite a bit of trouble with it on the way owing to the speed of the current. I cannot say any of us had any pangs about stealing the punt but we were greatly elated to have crossed the frontier which we did at 4.0 a.m. 15. 3. 41. Turning our backs on the river we walked until our clothes had dried on us which was about two hours after sunrise. By this time we were all bordering on a state of collapse and decided to ask for food and a place in which to sleep at the next farm we came to. This we did and the peasant proved to be one of natures gentlemen. He gave us a delicious breakfast of toasted bread with cream poured over it. When we had eaten our fill he gave us a good stiff tot of brandy to enable us to reach the next village where he said there was someone who would be able to help us. Twenty minutes walking brought us to the little village of Orbigny where the peasant introduced us to the lady Mayoress. She was a very old lady and very kind . Both her husband and son had been taken prisoner by the Germans and she had no idea where they were. She told us that shortly someone would come who could speak English. This proved to be an ex Parisian Lawyer named Andre Aubier, who previous to the German occupation had held a high position in the French Ministry for Colonies. Just what he had been he did not say but we noticed for ourselves that he had much influence with the Authorities both civil and military. He took all particulars regarding nationality, rank and escape and arranged with the police that we should stay in his care instead of going to the police station. Madam gave us a beautifully cooked dinner after which we slept in the orchard until late in the afternoon. We awakened to find ourselves the centre of juvenile attraction. They fled in all directions when they found we were awake. We had a bath and a shave , afterwards we felt much refreshed. We again dined at Madam's house in company with M. Aubier, later he took us to the village wine shop and introduced us to the male population of the village. That night we slept in beds for the first time in four months so one can imagine what this meant to us. We had promised Madame Gervais, the Mayoress that we would stay and rest with her for a few days but just before noon the following day M. Aubier came and told us that he had to take us to another village called Montressor. He seemed very perturbed about something but we were never able to find out what it was. The people of Montressor gave us a great welcome. There was a great deal of eating and drinking which went on far into the night. There were a large number of people in the café and everyone without exception sang English songs of the last war. At our request they sang the Marseilles with great feeling. We then gave an unmusical but hearty rendering of God Save the King accompanied by a Frenchman with a cornet. We had a very happy night and when the celebrations were over we received a gift of 400 Franc's subscribed by these good people. There was a good deal of competition between the women folk about having us as guests for the night eventually we were divided between two. M. Aubier knocked us up early next morning and after breakfast took us by train to Loches where he introduced us to a friend of his who was an Officer in the French Intelligence Service. This gentleman produced train tickets to Marseilles, ration cards and eighty Francs per man. All he asked was that we gave our word to report to the French Military headquarters in Marseilles. We gave our promise and thanked him for his kindness and bidding our friend Andre Aubier goodbye arrived at Marseilles on 18. 3. 41.
We went straight to the Military Headquarters to report. The Commandant was a most sympathetic man and after giving him an outline of our experiences were accommodated in Officers quarters where we were treated splendidly. For three days we were interned at the camp of St. Marthe, which is the Military Headquarters and then received permission to visit the American Consulate which was in charge of British Officers. From the Consulate we received civilian papers giving us the right of freedom within the city's limits during our internment. We were accommodated at the Seamen's Mission by the Rev. Donald Caskie. The Rev. Caskie is a fine type of man, he is very small and frail looking but such is his personality that he can impose a stern discipline on some of the toughest characters it is possible to meet. Being Merchant Service Officers made us quite popular with the Padre and he looked after us splendidly. We had to borrow money from the American Consulate to pay our expenses at the Mission. During our stay in Marseilles we became acquainted with a gentleman who said he would help us over the border. This was great news to me so I commenced to prepare my body by hard exercise and diet because I knew all my strength would be needed in this adventure. We heard nothing more from this gentleman until April the ninth at 10 a.m. Howlett and I were told to pack up and be at the station at half past eleven. We decided that the only fair thing to do was toss up for the chance and Howlett lost . Dunshea and I were the lucky ones. We arrived at the station at the specified time and were handed tickets by a total stranger. Whilst Dunshea and I were standing some distance apart waiting for the train I was spoken to by a French woman who was obviously asking to be directed to some place or other, having no French I had to pretend to be deaf and the lady looked so sorry for me that Dunshea nearly spoiled everything by laughing. At last the train came in and we were away and I cant say how relieved we both were to be on the move.
Escape Through Spain.
As all my pockets had holes in them I put my ticket inside the lining of my hat. This very nearly got me into serious trouble for when we were changing trains at Tarrascon my hat blew of my head right under the train. As I had no money with which to buy another ticket I dived under the train after it. I just got from under the train as it began to move , the station hands and police made a terrible outcry but I managed to swing onto the train before anyone could speak to me and very glad I was to be off. We arrived at our destination and made contact with the guide. He took us to a wood of Cork tree's in the foot hills of the Pyrenees. At 10 p.m. that night we were picked up by a party of smugglers and set out on our journey across the mountains in company with four British soldiers who had also been hiding in the wood. We climbed during the hours of darkness and at daybreak slept in a pig sty that was situated in a wind swept valley of stunted Oak tree's. It was very cold and I am sure that had it not been for the pig sty some of us would have died from exposure. We set out again at 5 p.m. and continued our journey until 6 a.m. next morning. This time we slept in a small shed all of us were dog tired. The pace set by the guide had been gruelling and the other members of the party were almost completely exhausted. Thanks to the training I had subjected myself to I was still remarkably fresh. We found from a map that we had climbed to a height of 4000 feet in crossing the mountains.
In the early morning of the next day, April 13th, the guides took us to the outskirts of the town Figuares and told us to take the 5o'clock train to Barcelona but as soon as we entered the station we were arrested by the Garda Civil and taken to prison. The money given to us by the guide was taken of us and we were told that if we needed food we must buy it. We were in this prison for two days during which time we had no food whatever but the Spaniards did supply us with water. On the 15th of April we were escorted to the station to get the 5 o'clock train to Barcelona where we had to change for Ciberici. During our journey from Figuares to Barcelona we discussed the situation with our fellow prisoners some of whom were Poles, Dutchmen etc. and about 20 to 22 in number. We put forward the idea of getting a letter to the British Consul, some of the men had been luckier than ourselves and had been able to hide part of their money. One of them was willing to advance a few Pesetas to form a possible bribe. Whilst we were standing on the station at Barcelona waiting for our connection we were fortunate enough to bribe a Spaniard to take a note to the Consul who came immediately and gave money and cigarettes. As Dunshea and I had only had one loaf between us since we crossed the frontier one can understand our feeling when we were able to buy some food and ease our pangs of hunger. We were imprisoned for 15 days at Ciberici and then transferred to Miranda de Ebro. Our journey to the concentration camp was made in a cattle truck in company with 50 other prisoners of different nationalities. We were so tightly packed that there was no room to lie down and to make matters worse the rain leaked through the roof freely. Our journey to Miranda de Ebro took 36 hours. When we reached the camp I wired to the Naval Attache at Madrid informing him that Dunshea and I had arrived at Miranda and asked him for assistance. I then confirmed the wire by letter. His answer was to send financial assistance and he wrote to us saying he would do his utmost to effect our release. At Miranda we were expected to do hard labouring tasks but with the help of a British Officer who was also a prisoner and with a little bribery I was able to get both Dunshea and myself exempt. The cold weather and incessant rains made our stay at Miranda a misery and we experienced much hardship. We also suffered in body and spirit from the brutality of the Spanish soldiers. Our release was affected by the Embassy on May 29th. We were taken to the Embassy in Madrid and there thoroughly deloused before being sent to Gibraltar where we arrived on May 31st 1941.
Chilean Reefer
J. Lauritzen Line
Johnny Balsved & The People of Denmark.
Original negative owned by John Clarkson, reproduced here with his permission.
COPY
REPORT ON LOSS BY ENEMY ACTION OF M. V. CHILEAN REEFER ON SUNDAY 16th MARCH 1941.
Being in all respects ready for sea, a careful inspection of the vessel having been made, all life-saving appliances tested, including the lowering of the boats into the water, and the crew practised at handling and pulling the Motor Vessel 'Chilean Reefer' sailed from her departure port at 1700 on 9th March, 1941, according to Admiralty instructions routed as an independent merchant ship. All went well during the first part of the voyage, seasonable weather was encountered and the vessel kept strictly to the route ordered. Good progress was maintained and regular gun and boat drills were carried out. Zig-zagging was carried out whenever weather conditions permitted both by day and night throughout the voyage, ending at noon on 16th March, 1941.
2. On 15th March, course 195 degrees, speed 10.5 knots, with a strong North-west wind and a rough sea, distress signals were received from vessels being attacked by an enemy raider. They were all a considerable distance ahead, and after discussing the situation thoroughly with my officers, I decided to carry on my present course, trusting that by the time we had reached the scene of operations the raider would have moved to another area, as RRRR and QQQQ signals would have been received by British Warships probably in the vicinity.
3. A double watch was kept everywhere on the ship, both night and day, and everything was in readiness for any eventuality. Five lookouts were kept on deck at this period, one being at the masthead, and the gun was kept continuously manned. On the morning of 16th March, course 197 degree, speed 13.5 knots, further raider distress signals were received, and at 1600 one was intercepted from s.s. 'Dereterton' showing the raider to be in a position about 50 miles to the South-East. Immediately on receipt of this signal, I decided to turn to the westward calculating that as sunset was at 1740, darkness would fall before he was likely to make contact.
4. At 1710 approximately, the masthead lookout reported a vessel on the port bow, bearing South distance about 12 miles. The ship was immediately turned away to starboard, bringing the unknown vessel right astern, and speed increased to the maximum of 14 knots. The crew were sent to action stations and as it might be necessary to abandon ship quickly, the Chief Engineer was ordered to clear the engine room of all non-essential personnel. Everyone wore lifebelts and boats were provided with extra provisions and made ready for lowering. Almost immediately it was evident that the vessel sighted was endeavouring to intercept us. I ordered the distress signal QQQQ to be made by W/T. As soon as W/T silence was broken the raider opened fire and I altered the signal to RRRR and gave my position.
5. The first salvo landed 100 yards from the port beam and wheel was put hard a-port immediately. I gave orders to ignite the smoke flares which were already in position on the poop. Two were ignited, one on the port side and one on the starboard side. I still felt there was a fair chance of escape and therefore continued to carry out avoiding tactics. At about 1720 when the raider seemed within 4-inch gun range, I opened fire, hoping that with the rapidly decreasing range some damage might perhaps result. The main W/T aerials had by now been shot away but the wireless officer assured me that the distress message had been successfully transmitted through the emergency aerial. It is very difficult to give the exact time when the ship was first hit, but at about 1720 a shell entered the accommodation under the bridge and probably one of the same salvos entered Number Two hatch causing a fire to break out. It was soon evident that the ship could not be saved and to prevent unnecessary loss of life, I ordered fire to be ceased and gaining some respite in which to lower boats.
6. At 1730 the engine, which were still functioning, were stopped by a pre-arranged signal made to the engine room to stop the engines and abandon ship. When the ship was abandoned, shells were continually falling round the ship, by then well alight forward with the bridge a mere skeleton. I had not been able to give much attention to the manning of the boats as my whole efforts had been concentrated on manoeuvring the ship, but the Chief and Second Officers attended to this. After personally seeing all confidential books and papers sunk in weighted bags, and those assisting me on the bridge gone to their boats. I looked round the Upper Deck and into the completely wrecked accommodation to see that no one remained. On going up to take my place in the starboard lifeboat I found it abandoned in the water but still suspended at a steep angle by the forward fall. This I afterwards found out to be due to a mishap in handling the hooks. I could see no one in the water, but two men appeared on the main deck casting off liferafts and jumping into the water after them. After making quite sure that nobody else was on board, I took my place in the port lifeboat which had been holding for me.
7. The vessel was still making slight way through the water and was under heavy fire, many near misses sending fragments and heavy spray over the boats. This, however, caused no casualties as strict orders had been given to keep as low as possible. The wind had freshened, the sea was rising and night closing in as we cleared the ship at about 1745.The boat contained twenty-one men, including myself, an extra 3 being present due to the accident when launching the starboard lifeboat. When clear of the ship several men were seen in the water some distance astern, and with great difficulty we made towards them. Whilst picking up these men the German raider steamed up to within half a cable, still firing with her main armament into the ship, now well alight fore and aft though showing no tendency to list, heel or settle. The warship was definitely recognized as a battle-cruiser of the Scharnhorst class.
It has been noticed for some time that signalling had been going on between the warship and another vessel to the westward. The raider remained stationary for about ten minutes firing continuously at the wreck. She ordered us by flashlamp to lay alongside, to which we replied that our rescue work was incomplete and only after picking up all visible men, six in all, did we comply. Failing light compelled the abandonment of the search for survivors, and we tried to make the lee side of the warship. It was necessary to cross her bow to do this and when practically ahead of her she got under way again, we were swept along at her side. No attention, however, was paid to us by the crew, but when about amidships her speed considerably increased , and only by the united efforts of all in the boat were we able to keep sufficiently clear to avoid fatal damage. As we passed along her side, their men seemed to be hastily clearing all smaller guns for action, and she rapidly made off to the eastward in the gathering gloom still signalling this other vessel.
8. Darkness fell with twenty-seven men in the boat, some having been picked up in an unconscious condition. Meanwhile the weather had deteriorated with a strong South Westerly wind and rough sea. A sea anchor was streamed as the rudder was useless owing to the tiller being smashed keeping clear of the side of the raider; with the help of the oars the boat remained near the burning ship in the hope of making further rescues. Sometime later a searchlight was seen in the vicinity of the wreck. A red flare was shown by our boat and apparently seen by the vessel. This enabled her to approach us making a good speed. When within hailing distance, it was with great relief that we found that the rescue vessel was a British warship, and not the returning German as was at first greatly feared. This brought enthusiastic cheers from the exhausted crew. Lines, ladders and a crane were all ready to take us on board, and special care was taken of those suffering from exposure. Sympathetic attention and consideration was given to us by everyone in the ship and also prompt medical attention.
9. Silhouette cards were produced on board the British warship and enabled us to recognise the raider definitely as the Gneisenau. When we steamed away the 'Chilean Reefer' was still burning fiercely.
Gneisenau, German Battle Cruiser.
Arms of Napoleonic War General Gneisenau, carried by battle Cruiser.
10. The foregoing account was compiled in conjunction with my Chief and Third Officers within three days of the loss of the vessel. Times given are in local time and must be regarded as near approximations. With the exception of some of the ship's papers, all other records were lost and it is thus unfortunately impossible to give more exact details of positions, courses and speeds. A rough chart of the development of events from about 1600 when Meterterton's signal was received, is enclosed.
11. My positions were checked on board the rescuing warship and proved to be accurate.
12. It is with deep regret that I report the loss of the lives of twelve Officers and men, three of whom died soon after being rescued. Those lost were all from the crew of the unfortunate starboard lifeboat. A list is attached.
13. A report by the Second Engineer of the action taken in the engine room of the 'Chilean Reefer' is enclosed.
14. In conclusion I wish to say that during the whole of the action and thereafter the quiet discipline and calm confidence of all concerned was admirable.
Everyone went to their stations as practised and the gun's crew continued to work their gun until I gave the order to abandon ship - the conduct of all concerned in the boat was equally good.
If I may signal out individuals for special mention I would particularly commend the man at the wheel, Jensen, who was wounded while standing at the wheel but carried on nevertheless and subsequently took part in the lowering of the starboard boat until it canted, when he released one of the rafts from the rigging and jumped in afterwards. This man was seen in the water but found to be missing later. I would also like to mention the 2nd Officer, Mr. C. T. Collett, who after lowering the lifeboats and seeing that I was missing, went to find me and unfortunately lost his life in doing so.
I would also mention the Junior Wireless Operator, Mr. J. Crewe, a boy of 18 years , who transmitted the first part of the distress signal and after handing over to the Senior Wireless Operator took up his station alongside of me as a transmitter of orders, his conduct throughout was so calm and efficient that I could hardly realise that he appreciated the danger we were in.
When the order to abandon ship was given he carried out his allotted duties of dropping the secret papers and code books in weighted bags into the water.
(Sgd.) T. Bell,
Master
Enclosures.
I. Rough chart showing development of events.
II. Report by Second Engineer of M. V. 'Chilean Reefer'.
III. Report on the Starboard Lifeboat.
COPY. SECRET.
Report by Mr. J. Jacobsen, Second Engineer of M.V. 'Chilean Reefer'.
At 1710 on 16th March, 1941 I was in charge of the engine room of the 'Chilean Reefer', assisted by Mr. L. T. Towell. Having been told of the sighting of the raider and the need for maximum speed, I opened the fuel handle to its full extent and stood by on the engine room platform.
2. Sometime later, the engine room telegraph was rung violently to 'STOP' - this was a pre-arranged signal and indicated that the engine room was to be abandoned.
I stopped the engines, assuring myself no one remained in the engine room and left the dynamos running. Upon reaching the Main Deck I discovered all lights were out and assume that the fuses on the light switch board must have been blown out as a result of shorting in the circuit after the bridge had been hit by shell fire.
Having taken a small case from my cabin I left the accommodation which by this time was empty. I proceeded to my boat station and entered the port lifeboat.
(Sgd.) J. Jacobsen,
Second Engineer.
ENCLOSURE III TO THE REPORT ON LOSE BY ENEMY ACTION OF M.V. CHILEAN REEFER ON SUNDAY, 16th MARCH, 1941.
Report on Starboard Lifeboat.
The following report is based on information obtained from members of the crew of MV 'Chilean Reefer' after their rescue; I personally did not witness any of the circumstances reported as I was on the bridge at the time of their occurrence.
2. When the order to cease fire, stop engines and abandon ship was given, the gun's crew proceeded from the poop to their lifeboat stations. By the time they arrived amidships, the starboard lifeboat was being lowered by the Boatswain (E. S. Gydesen) at the forward fall and H. Jensen, Ordinary Seaman, at the after fall. The latter had been at the wheel when the order to abandon ship was given.
It appears that at the time the boat contained:-
Chief Engineer
Third Engineer
Fourth Engineer
First Wireless Operator
Chief Steward
Naval Gunner
Army Gunner
Deck Boy
Greaser
Chinese Cook
Chinese Second Cook TOTAL….. 11
After waiting for a short period the boat was again lowered but I cannot discover who gave the order to lower again. When the boat was still clear of the water, the slip hook releasing gear was pulled by the Naval Gunner. This released the after hook only in consequence the boat was suddenly canted and all its occupants and gear were thrown into the water. A possible explanation is that the naval gunner, in the stress of the moment, acted in accordance with the naval procedure for operating Robinson's self-releasing gear.
4. Immediately the after hook only was released, the boatswain slacked away the forward fall until the boat was afloat and left the fall free.
He and Ordinary Seaman Jensen then proceeded to cast off life-rafts and jumped into the water after them.
5. I cannot find any record of the Second Officer from the time he gave the order to stop lowering boats (vide paragraph3 above). When making my last inspection of the ship I did not see him.
As a result of this investigation and from my personal knowledge of him, I am firmly of the opinion that the Second Officer, after ordering the boat to be held and finding myself, who was a member of the boat, absent, proceeded to search for me and was probably killed by bursting shells in the neighbourhood of the accommodation or bridge.
(Sgd.) T. Bell,
Master
Copy of letter from Captain T. Bell, 'Chilean Reefer' dated 20.4.41
19, Kingsway,
Waterloo.
20th April, 1941.
Messrs. Alfred Holt & Co.,
Liverpool.
Dear Sirs,
I should like to make appreciation of the kind treatment received by us, the survivors of the 'Chilean Reefer' from the Captain, Officers and crew of H.M.S. 'Rodney' who rescued us. From the time we were received on board the whole ship's company did their utmost for our comfort and welfare. The ratings very kindly subscribed towards providing smokes and refreshments for our seamen and Chinese, my Officers were similarly received in the Ward and Gun Rooms. For myself, the Captain made me his guest, every consideration and kindness was shown me in such a way that I cannot be too grateful.
Doctors and Chaplains gave of their best to those who died on board, and rendered great service to us all. The Chief Engineer, Wireless Operator and Gunner were buried with full Naval honours. In Iceland, Mr. Wilkhalmsson of the Iceland S.S. Co. took us in hand and showed us every kindness.
On the 'Locknagar' of the Aberdeen S.S. Co. where the Officers and crew were accommodated whilst in Reykjavik, everything possible was done most willingly, the Chief Steward of that vessel being exceptionally kind. On arrival at Glasgow, Captain Turner with our agent met us and spared no effort in getting Officers and crew quickly away to their homes.
I am sure you will be glad to learn how very kindly we have been treated.
I am,
Your obedient servant,
(Sgd.) T. Bell,
Master
H.M.S. Rodney
Copy of Broadcast on board H.M.S. 'Rodney' on Thankgiving Sunday - 22.3.41 - Captain T. Bell, M.V. 'Chilean Reefer'.
'HELLO! EVERYBODY'.
I am very glad to have been given the privilege, and the opportunity of speaking to you for several reasons. First of all because I have been asked to speak about life in the Merchant Navy, and secondly because it gives me an opportunity of expressing my thanks to your good Captain, his Commander, and his Officers and men for all you have done for us. I need hardly say, speaking for my men and myself, that we realise that in all probability we should not be in this world but for your rescue of us all a week ago tonight.
Also it has given me personally a contact I have long desired to make with you of the Royal Navy. Thirty-two years of my life have I spent at sea in the Merchant Navy, which period, so far including two wars, has given me many opportunities in seeing you at work, but not the direct contact as desired. Now that this has been granted to me under such exceptional circumstances that I shall remember it not only as a thing accomplished but with honest thanksgiving. Perhaps it is being realised more and more how these great services of the sea, in their different ways are dependent on each other, and so vitally necessary to whole of the Nation. You have no need to be told that the work of the merchant service is in the firing line of this war; like yourselves we accept all the dangers which war brings. Nothing the enemy can do will undermine our energy, our determination to see that supplies are maintained between our Country and abroad. It is necessary that the system of convoying should be maintained, even if it is tedious to you and always irksome to us.
If, on the bridges of Merchant ships, rude things are said about your well manned ships, please realise that it is not really meant. We only carry sufficient crew to do the work of the ship, and when your signals come fast and furious don't curse and sneer at us if they are not answered immediately. The delay might well be that the COOK is being pressed into service.
The Company in which I serve has a large fleet running mainly to China, Japan and Australia. My little ship 'Chilean Reefer', considerably smaller than anything I have ever sailed in, nevertheless was important because she 'carried home the bacon'.
As some of you know she was formerly Danish and manned by a crew of 36 including British, Danish and Chinese. She was literally bringing home the bacon, inasmuch as she carried in one cargo sufficient for London's rations for two weeks.
Around the home coast we sailed in convoy, but because of her speed of 14 knots she crossed the Atlantic alone. In the war I have, like many others, had many thrills. Only a short while ago two ships were lost near us being attacked from the air and surface together.
The spirit of the Merchant Service is probably typified in the following story which concerns one of the Chinese crew whom you rescued last Monday. Five days after our battle of the Atlantic, I discovered that the first shell that hit our ship had passed through the Saloon within a foot of where he was standing and his great concern was that the Saloon was wrecked. He had not even mentioned a wound received from a splinter. When asked if he wanted to return to China, he replied that if necessary he would come with me again, but that perhaps in our next ship we could have a gun like your 16".
I do not want to weary you with more, but I must thank all of you for the spontaneous way in which you received us all, and especially am I grateful as Master to you who have put my Danish and Chinese seamen entirely at their ease. It must be a unique experience indeed that the survivors of a Merchant ship should have been picked up and become the guests in a large battleship such as this is.
It seems appropriate on such a day as this, a day of National Prayer, that you and we together can join in offering our thanksgiving and gratitude to Almighty God for his preservation of us all.
Thank you one and all. We wish you - GOD SPEED!
J. Lauritzen Line
Johnny Balsved & The People of Denmark.
CAPTAIN T. BELL.
The photograph of Chilean Reefer is in memory of the late Captain T.Bell who was a dedicated professional British Merchant Navy Seaman. His crew and ship were always his main concern.
Capt Tommy Bell was admired and respected by all who sailed with him, a very strong disciplinarian, always very proud of his ship and crew and was sadly missed by all of us who sailed with him when it was time for him to retire from the sea and ships and crews of Alfred Holt and Company that were his true love.
Captain John Bax
Blue Funnel & Straits Steamship